EP2002103B1 - Procede d'injection et moteur a combustion interne associe - Google Patents

Procede d'injection et moteur a combustion interne associe Download PDF

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Publication number
EP2002103B1
EP2002103B1 EP07711935.2A EP07711935A EP2002103B1 EP 2002103 B1 EP2002103 B1 EP 2002103B1 EP 07711935 A EP07711935 A EP 07711935A EP 2002103 B1 EP2002103 B1 EP 2002103B1
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EP
European Patent Office
Prior art keywords
injection
closed
loop control
combustion
control unit
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EP07711935.2A
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German (de)
English (en)
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EP2002103A2 (fr
Inventor
Schnorbus Thorsten
Matthias Lamping
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FEV Europe GmbH
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FEV Europe GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
    • F02M45/12—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship providing a continuous cyclic delivery with variable pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/12—Timing of calculation, i.e. specific timing aspects when calculation or updating of engine parameter is performed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling an injection process of an internal combustion engine, preferably a direct-injection internal combustion engine of a vehicle and an associated internal combustion engine itself.
  • Direct injection internal combustion engines are particularly widespread in the automotive sector and are subject to ever greater efforts in terms of emission characteristics, consumption and noise.
  • a map-controlled injection of fuel it is for example from the DE 197 498 17 A1 It is known to determine the start of injection and the combustion position from a difference between a measured pressure profile and a calculated pressure profile.
  • a similar method also discloses the US 2002/0020388 A1 ,
  • the EP 0 740 067 A2 in turn discloses an injection system, with which a time varying injection pressure within an injection cycle is adjustable.
  • the object of the present invention is to improve a combustion process, in particular with regard to an emission characteristic and / or a noise development.
  • the object is achieved by a method for controlling an injection curve of a direct injection internal combustion engine of a vehicle, in which a fuel is injected directly into a combustion chamber, wherein a start injection is provided at a constant injection rate and with subsequent ramping increasing injection rate, the scheme a Changing the injection profile causes at least during a first cycle on the basis of at least one recorded during the first cycle parameter, the parameter is coupled to a combustion profile and is determined during the first cycle, wherein the Parameter is determined from a pressure curve in the combustion chamber during at least a portion of a cycle and from the pressure curve, a start of combustion is detected in the combustion chamber, wherein the injection rate increases at the detected start of the combustion ramped, and wherein under the scheme, the injection rate changeable to the each situation in the cylinder is adjusted, the slope of the injection rate is adjusted.
  • an injection history may be changed to change an injection rate. It may also be provided that an injection time is changed.
  • various possibilities are shown how the injection process can be changed. The possibilities presented here can be used individually as well as with each other in a combinable manner and, in particular, not limited to their combination.
  • the injection characteristic can be transiently adjusted within an operating point.
  • different injection quantities can be compensated, which are caused by manufacturing tolerances of the injection system.
  • the method preferably facilitates adaptation to other modes of operation, such as regeneration of a diesel soot particulate filter.
  • a later focal point of combustion can be stably operated.
  • the possibility is opened to switch between different operating modes torque neutral.
  • a provision in which at least one associated with a course, in particular a combustion process related first parameter during a first combustion cycle is determined, a comparison of the first parameter a predetermined second parameter takes place and via the comparison, in particular via a deviation between the two parameters, an adaptation of an injection takes place.
  • the predefinable second parameter is preferably determined as a function of at least emission behavior, fuel consumption and combustion noise.
  • the adjustment is made in terms of time and / or quantity.
  • the time course as well as the volume flow of the injection itself can be changed.
  • an injection curve or an injection characteristic for example, an optimized injection pressure, a rail pressure, a boost pressure, a Saugrohrtemperatur, an exhaust gas temperature, an inert gas, a charge movement in a cylinder and / or an air quantity calculated and passed to respective actuators of the internal combustion engine. If individual complete cylinder pressure curves or heating courses are not available, individual characteristics and / or sections can also be used. This will be explained in more detail below.
  • the injection in a first combustion cycle may be changed depending on the parameter recorded during the first combustion cycle.
  • at least one injection of a subsequent combustion cycle is changed. This can be the directly following or a later combustion cycle.
  • an injection profile of a subsequent working cycle is changed, wherein the control changes the course of injection in the first and in a directly subsequent second working cycle.
  • the second parameter follows a load-dependent and speed-dependent optimization. For example, it can be provided for this purpose that a desired course for this second parameter for this purpose was at least partially determined during a test run of the internal combustion engine and that upper adaptive methods can be concluded as correspondingly optimized values as nominal values.
  • At least one value of the regulation of the injection generated for at least one first cylinder is preferably also used for at least one second cylinder.
  • This is based on the idea that at least a portion of the cylinders of the internal combustion engine are operated the same and therefore there are at least approximately the same operating conditions in the respective cylinders. These operating conditions may differ depending on the internal combustion engine. This can be caused for example by different cooling, by different timing as well as by different residual gas or by a partial cylinder shutdown. To compensate for various influencing factors, it is therefore possible to look at different cylinders and the respective adjustments to determine an average adjustment, which can be used in particular as a pilot value for a control of each subsequent combustion cycle.
  • the first and second parameters are recorded as a parameter profile and compared with one another.
  • a cylinder pressure is monitored in order to obtain a parameter curve from it, which enters the control and causes a change in the injection.
  • only at least a portion of a combustion history can be used to determine the adjustment.
  • at least a portion of a temperature profile, a portion of a Polytropenko steepenverlaufs and / or a portion of a heating curve is used to determine the adjustment.
  • a further embodiment provides that from a course, in particular from a cylinder pressure curve, a value is determined which is increased or decreased to adapt a total injection quantity of the injection in a combustion cycle.
  • a medium pressure is calculated from the cylinder pressure curve and further processed.
  • the mean value can be calculated and, by increasing and decreasing it, the total injection quantity can be approximated to a predetermined value.
  • a distribution of the total injection quantity is effected for example by a specification of the injection curve or the injection characteristic.
  • a complete course of the parameter is used to determine the adaptation. In this case, the behavior of the parameter over the duration of a combustion course of a work cycle is to be understood as being the course over time.
  • a development considers the time course of the parameter over an entire work cycle, in order to gain the adaptation for the next combustion process.
  • one or more characteristic features are selected from a history and used to adjust the injection, the characteristic being selected from the group comprising at least: formed mean, slope of a tangent, maximum, minimum, beginning, end and / or duration in each case based on the course.
  • Corresponding characteristics can be, for example, without concluding a start of combustion, a burning time, a burning individual injection events, an average combustion pressure, a value and / or a position of maximum pressure rise, a maximum and / or minimum of the combustion, heating and / or Cylinder pressure curve, a position of the maximum and / or the minimum of the combustion, helical and / or cylinder pressure curve, a position of any mass conversion point of the Combustion, the combustion position, the combustion noise, and / or the slope of a tangent at any point in the firing history.
  • at least one mass flow, pressure and / or temperature which is related to the internal combustion engine, preferably to a specific cylinder, is changed.
  • an injection pressure, a rail pressure, a boost pressure, an intake manifold temperature, an exhaust gas temperature, a charge movement in a cylinder and / or an air quantity of the internal combustion engine is changed.
  • the adaptation preferably utilizes an intervention in an injection characteristic.
  • injection characteristic is to be understood to mean a number, a distance, a type of injection such as single or multi-hole release, a start, an end and / or a duration of pre, multiple, main and / or secondary injection.
  • the injection pressure in particular a rail pressure, a boost pressure, an air quantity, an inert gas content and / or a charge movement in one of the cylinders, a Saugrohrtemperatur and / or an exhaust gas temperature.
  • values such as an injection rate or even a late injection are still flown in the same cycle.
  • a pre-injection, a pre-injection quantity, a Rall pressure as well as further of the values enumerated above are respectively adapted for the next cycle.
  • a pre-injection quantity, a pre-injection quantity, a Rall pressure as well as further of the values enumerated above are respectively adapted for the next cycle.
  • a pre-injection quantity, a Rall pressure as well as further of the values enumerated above are respectively adapted for the next cycle.
  • self-learning pilot control maps are stored for those values which can not be adapted during a current cycle. For one, these relieve a regulator. On the other hand, these contribute to a stabilization of the system. In addition, a gain in time is effected, since on the basis of the learning effect, those values which otherwise could only be influenced for one or more subsequent cycles can also be preset and optimized already in the current cycle by an optimized feedforward control after repeated passage through a specific situation.
  • an additional pilot injection may occur in the same combustion cycle. This serves as an example of a change of an injection characteristic in the same cycle;
  • the internal combustion engine is in a regeneration mode and should generate a high exhaust gas temperature. This requires a combustion focus of 30 ° CA after TDC.
  • the current injection characteristic includes a pre-injection at 10 ° CA (crankshaft) before TDC (top dead center) and a main injection at 25 ° TDC. Now, it is recognized from a deviation due to an insufficient combustion history that the current conditions in a cylinder are not sufficient for a stable operation of a late combustion center as intended. To remedy this deficiency, the adjustment provides that the injection characteristic is changed immediately and a second pilot injection is made just before the main injection in order to stabilize a combustion pattern of the main injection.
  • an adjustment made for the first cylinder may also be adopted for a second cylinder before the pilot injection occurred there.
  • pilot injection from a first cylinder is not burning due to lack of air.
  • the injection characteristic is changed until the pre-injection burns again. Since the lack of air also exists for a second cylinder in firing order, a second pilot injection is already carried out for the second cylinder before the previous pilot injection. This second pilot injection, which results in a burning of the original pilot injection, is then maintained for all cylinders until the lack of air is no longer present.
  • an exhaust gas recirculation rate can be determined and an adjustment of an injection pressure can be made for adaptation.
  • the internal combustion engine is preferably an internal combustion engine operating according to the Otto or Diesel method.
  • a diesel engine is a high-speed, direct-injection diesel engine, also referred to as a high-speed direct injection or HSDI diesel engine.
  • HSDI diesel engine This allows in particular a shaping of an injection rate profile.
  • the injection rate curve can be adjusted as a function of time.
  • the combustion cycle is to be understood as a period of a single cylinder in which an injection begins and combustion is completed, i. the combustion cycle is within a work cycle, i. a cycle that extends over a crankshaft angle of 720 ° in a 4-stroke engine. In a 2-stroke engine, the duty cycle extends in particular over a crankshaft angle of 360 °.
  • a control of the course of the injection takes place on the basis of at least one section of a working cycle which lies between the closing of the inlet and the opening of the outlet.
  • the adaptations as well as control actions provided in one working cycle in the following can also take place in one combustion cycle as well as vice versa.
  • a regeneration of a particulate filter, a release of an NO x storage catalyst of stored NO x or SO x, or a catalyst heating may be considered.
  • a value can be recorded, evaluated and, accordingly, a change in the course of the injection can be effected at the same time.
  • the parameter is determined, for example, from the pressure curve in the combustion chamber during at least a portion of a cycle.
  • a start of combustion in the combustion chamber is detected from the pressure curve.
  • the measured pressure profile is compared with a pressure curve measured or calculated in a towed operation and a start of combustion is determined from a deviation.
  • a combustion function calculation can be carried out on the basis of which from the measured pressure curve of the start of combustion is determined.
  • the injection rate is preferably set to zero abruptly.
  • turbulence in the combustion chamber is increased by increasing the injection rate at the start of combustion.
  • good conditions for post-oxidation by a hot end of combustion are preferably created by an abrupt end of injection.
  • the start of combustion can be detected for example via a pressure sensor, whereupon subsequently a signal for changing the injection rate is generated by the control.
  • the optimum injection profile for operating points of high load can thus be set reproducibly.
  • a pilot injection for stabilizing the combustion or for noise optimization for a short time can be provided.
  • a measured variable from the group comprising temperature, ion current and output signal of an optical measuring principle can be used.
  • a further embodiment provides that an isobaric combustion is at least approximately adjustable. It can be provided that an indicated mean pressure of at least 10 bar p mi is present.
  • control for example, a PID control method, a fuzzy control method or the like is used.
  • the control has a cycle time of a few microseconds.
  • the regulation of an injection ramp can be provided, whose start and end points are recorded on the basis of at least one during the first cycle Parameters are set.
  • other dependencies can also be predefined as a function of the at least one measured parameter.
  • pulse lengths and intensities of an injection can be set.
  • the parameter is coupled with a combustion process and is determined during the first cycle.
  • the control parameter is chosen, for example, from the group consisting of pressure increase, peak pressure, ignition delay, peak pressure position, heat release, conversion rate and 50% conversion point.
  • a focal point of the combustion is determined from the combustion process.
  • the further input variables can be chosen, in particular, from the group comprising boost pressure, intake manifold temperature, injection quantity, injection characteristic, start of injection, mean pressure, angle sensor signal and / or output stage output voltage.
  • the lambda value and an operating mode can be taken into account.
  • Injection quantity and / or injection characteristic can be predetermined, for example, on the basis of a characteristic map in conjunction with a driver request.
  • an exhaust gas recirculation rate can also be taken into account.
  • the at least one recorded parameter can be used to improve equality of all cylinders with respect to the combustion process. For example, based on an analysis of the measured mean pressures, an injection curve is dimensioned such that a deviation of a respective injection profile of the various cylinders with one another is reduced.
  • a post-injection in the first working cycle is changed as a function of the parameter recorded during the first working cycle.
  • Post-injection is used, for example, for regeneration of a diesel particulate filter or, for example, for setting a rich operation.
  • an adapted change of the post-injection and / or a main injection displaced in the direction of "late" enables a homogeneous torque build-up.
  • a variable injection characteristic can be stabilized with a variable number of pilot injections.
  • such an injection is selected during operation at low engine load.
  • an injection quantity control is performed during the first working cycle, which is based at least on at least the recorded in the first cycle parameters, in particular triggered by this.
  • the starting point of a rising injection rate ramp can be triggered by the recognized start of combustion.
  • it may be provided to determine an amplitude factor for an injection rate profile from a combustion chamber pressure, in particular from a mean combustion chamber pressure.
  • the determined control curve is adopted without further regulation for the following cycles.
  • This can be provided, for example, to take into account in a higher-order control loop with a larger time constant, the greater dead times of an exhaust gas recirculation control system compared to an injection control.
  • it can be provided to take over the slope of the injection rate ramp determined in the control for one or more subsequent cycles. For this case, for example, the start of injection and the end of injection can be specified in these subsequent cycles.
  • it can be provided to take over an amplitude from the first cycle for one or more subsequent cycles.
  • control changes the course of injection in the first and the directly following second working cycle. For example, the control starts in the first cycle and still works into the second cycle.
  • At least one control signal generated for at least one first cylinder is used for a precontrol of a regulation of an injection course of at least one second cylinder.
  • a control signal is determined in a working cycle of the second cylinder from an immediately preceding working cycle of the first cylinder.
  • the pilot control adopts an adaptation of the regulation of the injection curve of the second cylinder.
  • An adaptation is particularly useful for variations or deviations in the combustion, which are caused for example by deviations in the boost pressure, the exhaust gas recirculation rate, the charge air temperature, the engine temperature or the like.
  • a control effort is reduced by the feedforward control.
  • the pre-control takes an adaptation of the particular depending on existing deviations or variations in the operating state of the engine, for example, depending on variations in the boost pressure Injection progress before.
  • a variation of a parameter recorded during a work cycle is detected and corrected by the control of the injection profile, the control intervention being stored as a precontrol value. If such or a similar variation occurs a second time, the control input can be used to access the stored precontrol value.
  • the deviation of the combustion position resulting from the charge pressure deviation is regulated out and stored in a pilot control map as a function of, in particular, the size of the charge pressure deviation. If this or a similar charge pressure deviation occurs again, the resulting control deviation of the combustion center of gravity due to the adapted pilot control map is preferably smaller from the beginning.
  • An adaptation of precontrol values takes place in particular stepwise.
  • an adaptation takes place starting from a first phase of a commissioning of an internal combustion engine successively during operation.
  • regulation is improved in a wide range of unsteady operating points.
  • pre-production vehicles are equipped with pressure sensors and pre-control values are obtained from endurance runs under varying operating conditions. Accordingly, pilot control values can also be obtained from a test bench operation. These determined values are preferably input into subsequently produced production vehicles. For example, this eliminates the need for a pressure sensor in a production vehicle.
  • a cylinder pressure monitoring is performed in order to gain by means of this at least a first parameter, which enters into the control, and that a change in the injection curve is effected.
  • parameters from the group comprising maximum pressure, average pressure, maximum pressure increase, center of gravity of the pressure with respect to the crankshaft angle, inflection point with respect to the crankshaft angle and pressure increase due to a start of the combustion can be selected.
  • a focus of a combustion in the first and subsequent cycles is moved and stabilized according to a development after "late” by a change in the injection curve. For example, a main injection would be shifted towards "late”.
  • one or more pilot injections are activated to increase the pressure to limit.
  • one or more pilot injections reduces the tendency for dropouts and stabilizes the combustion.
  • continuous injection may be used using an injection rate profile increasing, in particular, after initiation of ignition.
  • the control system makes a change in the course of the injection during a switching operation of a transmission coupled to the internal combustion engine. For example, a start and / or an end of a main injection and / or a pre-injection or for injection to achieve a harmonious torque build-up during a transient when switching engine operation adapted.
  • a discordant torque build-up is reduced.
  • preferably too high hydrocarbon rates are reduced.
  • the invention further relates to a direct injection internal combustion engine of a vehicle having at least one injection device for injecting fuel into a respective combustion chamber of the vehicle, with a control unit for controlling the injection, with at least one sensor associated with a combustion chamber, which receives a first parameter, with a combustion profile is coupled in the combustion chamber, wherein the sensor is connected to the control unit, wherein the injection device, the control unit and the sensor each have such short reaction times that the sum is smaller than a period of a first cycle, preferably a combustion cycle in which the control unit performs a control of an injection course, based on at least the first parameter received by the sensor.
  • this ratio of the sum of the reaction times to the duration of the working cycle is present over the entire operating range of the internal combustion engine.
  • this condition is present only in one or more operating ranges of the internal combustion engine.
  • a reaction time of at least one of the components to be considered is changed.
  • a change in the reaction time made when otherwise set too high a charge, for example, in one of the components or in the context of data transmission or data processing.
  • the internal combustion engine preferably a direct injection internal combustion engine of a vehicle
  • at least one injection device for injecting fuel in particular in a respective combustion chamber of the vehicle
  • at least one control unit and with at least one sensor the first Receives parameters during a first combustion cycle
  • the first parameter is coupled to a course, preferably a combustion curve in the combustion chamber
  • the control unit has a comparison unit, via which a comparison of the actual data with target data takes place
  • the control unit has an adaptation which is coupled in the context of a closed-loop control at least with the injection device in order, depending on the result of the comparison, to adapt the actual There to execute the target data within the first combustion cycle.
  • At least one sensor is used, which is a continuously operated sensor for recording a parameter profile.
  • all sensors for receiving the first parameter are operated continuously over a course of combustion.
  • at least one, in particular all sensors are used as clocked operated sensors, which preferably record discrete parameter values. Also, they can only record sections of a desired course.
  • a high-pressure injector is used as the injection device in the internal combustion engine, which preferably operates according to the Otto or Diesel principle.
  • the injection device preferably operates at pressures of at least 1 kilobar, preferably at least 1.5 kilobars.
  • the injection device preferably operates according to the "common rail" principle.
  • a response time of a control valve is preferably below 0.2 milliseconds for the time required between the start of control to open. In connection with an inertia of a nozzle needle, dead times of less than 0.6 milliseconds and preferably less than 0.2 milliseconds are preferably achieved.
  • injectors are used, according to the piezoelectric principle work.
  • reaction times of the injector are well below the time required of 20 milliseconds of a complete revolution of the crankshaft at a number of revolutions of 3000 revolutions per minute, which is exemplified here.
  • the reaction time is also well below the duration of a combustion process at about 8 milliseconds in the present example of 3000 revolutions per minute.
  • the reaction times of the injection device are preferably also well below the injection durations used, for example, about 0.5 to 3 milliseconds.
  • the sensor used is preferably a sensor which is based on the piezoelectric principle. With this preferably a pressure in the combustion chamber is measured. In particular, in conjunction with other sensors may also be provided to measure other sizes of combustion. For example, an optical sensor can be used to measure a combustion intensity. Furthermore, an ion current sensor can be used which measures an ion current which can be associated with a combustion process. In particular, various sensors can be used which provide complementary information.
  • Various principles, such as, for example, a pressure measurement can be carried out in principle and how, for example, a pressure measuring device can preferably be designed integrated into a spark plug, go out, for example EP 1 637 806 A1 , out US 2005 252297 , out EP 1 519 175 out. Reference is made in this regard within the scope of the disclosure to these publications.
  • the parameter is preferably selected from the group comprising average combustion chamber pressure, average combustion pressure, beginning of the combustion process, pressure increase as a result of the start of combustion, center of gravity of pressure, peak value of pressure, rate of change of pressure and inflection point in the course of pressure.
  • the combustion chamber of the vehicle is in particular designed so that it contributes to a homogenization of the charge.
  • the inlet system and trough surface of the piston are preferably designed to cause tumble or swirl generation of the charge.
  • the control unit preferably has cycle times below 0.2 milliseconds, which is ensured for example by a correspondingly high clocking of a microprocessor.
  • the control unit has, for example, a voltage output for controlling an output stage of the injector device.
  • As input signal is in particular the parameter taken by the sensor.
  • at least one further parameter can be provided, which can be selected from the group comprising charge pressure, intake manifold temperature, injection quantity, injection characteristic, start of injection, rail pressure, angle sensor signal, operating mode and output stage output signal. With the aid of the output voltage, in particular the start of injection and the injection characteristic or injection course are controlled.
  • the control unit is in particular connectable to a storage device.
  • maps for Vorvieung certain operating conditions can be stored.
  • the memory may be arranged for example in a motor control or in the control unit itself. Furthermore, the control unit may be integrated in the engine control.
  • the control unit is connected to a monitoring of a particulate filter, wherein the control unit adjusts the injection curve for the regeneration of the particulate filter.
  • the monitoring provides, for example, information about a degree of filling of the particulate filter.
  • the monitoring detects when a regeneration of the particulate filter is required.
  • the course of the injection is adapted, for example, to the effect that a center of gravity of the injection rate in the "late" direction is set by at least one post-injection.
  • at least one post-injection can take place towards the end of the combustion process.
  • the control unit is coupled with at least one emission monitor, wherein the control unit adapts the injection course for emission reduction.
  • the emission monitor monitors variables from the group comprising oxygen content, hydrocarbon content, nitrogen oxide concentration, soot particle size and exhaust gas temperature.
  • maps can be recorded using different injection curves, from which then favorable operating points are selected for the emission.
  • a closed-loop control can preferably take place, the cycle time of the control being significantly greater than the reaction time of the injection control due to the greater dead times of the exhaust system compared to the combustion process.
  • an injection control is provided with a small cycle time of, for example, about 0.2 milliseconds, which is superimposed on an emission control with a larger cycle time.
  • the cycle time of the emission monitoring is, for example, in the range of about one second.
  • a nominal value of the injection curve control is predetermined on the basis of the emission control.
  • a cylinder pressure monitoring is provided, which is coupled to the control unit.
  • the cylinder pressure monitor preferably monitors the pressures of the various cylinders of the internal combustion engine.
  • the cylinder pressure monitoring is provided in order to achieve a uniform pressure development in the respective cylinders of the internal combustion engine in conjunction with the control unit. For example, mean and / or peak pressures in the respective cylinders are adjusted by means of the control unit so that they are approximately identical.
  • it may be provided to use a control unit and a sensor for one cylinder each.
  • it may be provided to use a common control unit for a plurality of cylinders of the internal combustion engine.
  • control unit has corresponding inputs for the various sensors of the respective cylinders. Furthermore, the control unit in this case has correspondingly different outputs for the respective injectors of the associated cylinders. In particular, it may be provided to set a combustion profile determined in a first cylinder for the purpose of dimensioning an injection curve in a second cylinder.
  • a data transmission preferably takes place via a serial data bus, wherein preferably a data transmission rate of at least 500 kbit / s is made available.
  • the injection device has at least one injector which is coupled to a piezoelectric element.
  • the piezoelectric element is preferably integrated into the injector such that an injection nozzle can be lifted out of the seat by means of a hydraulic pressure generated by the piezoelectric element.
  • the piezoelectric element is preferably integrated in the injector such that the shortest possible lines to the injection nozzle are realized.
  • An injection history may also be generated as desired in any manner, such as continuously, at a variable rate, and / or through at least two separate injection events.
  • the continuous generation can be realized, for example, with an injector, such as the CORA RS from FEV Motorentechnik GmbH, whose injection rate as well as injection times are extremely flexible and nevertheless precisely adjustable. More about a possible, preferably usable injector, its structure and its associated injection system are from the DE 100 01 828 and the DE 10 2004 057 610 to which reference is made in this disclosure in the context of this disclosure. In particular, with such an injector, it is possible to react accordingly within a work cycle.
  • Fig. 1 shows a first Signalpoundschema 1.
  • a control unit 2 has various, not shown in detail inputs which for feeding a pressure curve 3, a power output 4, a boost pressure 5, a Saugrohrtemperatur 6, an injection quantity 7, an injection characteristic 8, an injection start 9, a rail pressure 10 and an angle sensor signal 11 are provided. From these input values, the control unit 2 calculates a control signal 12, which is provided for controlling an output voltage of an output stage an injector drive.
  • Core of the control unit 2 is a microprocessor, which can make a corresponding regulation on the basis of rules contained in a memory, not shown.
  • crankshaft angle is preferably used as a reference point for the pressure curve. This is transmitted to the control unit 2, for example, with the angle encoder. In another embodiment, it may also be provided to select the time alternatively or additionally as a reference for a course.
  • the first signal flow diagram 1 is used for controlling an injection curve. Desired injection quantity 7 and desired start of injection 9 are selected, for example, from a map, not shown, according to a driver request, also not shown.
  • the input parameter injection characteristic 8 for example, it is predetermined whether it is intended to be a plurality of injection pulses or else a continuous course of injection.
  • the injection characteristic can be selected from different classes of injection curves.
  • Fig. 2 shows a second signal flow scheme 13. This is based on a closed-loop control of an injection start.
  • a second control unit 14 is supplied with a series of input variables, which are determined in detail a combustion center position 15, a lambda value 16, softer in a suction tube, a boost pressure 5, a Saugrohrtemperatur 6, a rail pressure 10 and an operating mode 17 are.
  • the combustion center of gravity 15 is determined, for example, by means of the sensor, which receives the combustion chamber pressure, in conjunction with the crank angle sensor.
  • About the operating mode for example, can be preselected in which state of the internal combustion engine to be operated.
  • the internal combustion engine may be operated in a regeneration mode for a diesel particulate filter.
  • an operating mode for example, a rich or a lean combustion can be provided.
  • a specification of an operating mode is carried out, for example, based on a map or based on a driver's request.
  • the second control unit 14 calculates an injection start 9 and an injection characteristic 8 as output variables. These two output variables can be fed, for example, into the first control unit 2 from the first signal flow diagram.
  • the injection characteristic is preferably adapted to the operating mode. For example, it is provided in the combustion in a high-load operating point to make an increase in the injection rate in the direct connection to a start injection at the start of combustion and finally end the injection abruptly. In a transient engine operation with short-term high exhaust gas recirculation rates, however, may be provided to move a main injection in the late direction and optionally also provide a pilot injection. Further, for example, one or more post-injections may be provided in a diesel engine particulate filter regeneration mode of operation.
  • Fig. 3 shows a third signal flow scheme 18, which is based on a regulation of an injection quantity.
  • This control is also a closed-loop control.
  • a third control unit 19, an average combustion chamber pressure 20 and a driver request 21 are supplied as input variables.
  • the driver request 21 is determined, for example, from an accelerator pedal position or accelerator pedal acceleration. In particular, a selected gear of a transmission is taken into account in determining the driver's request.
  • the third control unit 19 calculates an injection quantity 7. This can be supplied, for example, to the first control unit 2 according to the first signal flow diagram 1.
  • determining the injection quantity it is preferably taken into account that, depending on the operating state, in particular depending on the exhaust gas recirculation rate or boost pressure, a different average cylinder pressure is established as a function of the injection quantity. Additionally or alternatively, also different adjusting cylinder pressures can be taken into account. Preferably, with a control of an injection quantity the average cylinder pressure can be set to a desired value despite a variation of other operating parameters such as exhaust gas recirculation rate or boost pressure.
  • control units 1, 14, 19 are each associated with a combustion chamber or a cylinder. Accordingly, the control signal 12 is provided for controlling an injector associated with the respective cylinder. In another variant, it may be provided to provide the respective input variables associated with each cylinder separately for each cylinder as the input variable of a common control unit.
  • the other input variables which do not differ for a regulation of an injection feed of the respective combustion chambers or cylinders, are preferably provided only once as input to the common control unit.
  • These variables common to the regulation of all cylinders are, in particular, rail pressure, boost pressure, intake manifold temperature, lambda value and operating mode. Accordingly, a control signal is provided separately for each cylinder in the common control unit, not shown.
  • the common control unit it is preferably provided that at least one control signal generated for at least one cylinder is used for a precontrol of a control of at least one other cylinder.
  • Fig. 4 shows a first injection characteristic 22 are shown.
  • a start injection 25 is provided which has a constant injection rate over a first crankshaft angle section 26.
  • the constant rate changes into an increasing rate ramp 27.
  • the injection rate is held at a constant level 28 for a short time and then abruptly drops to zero.
  • the increase in the injection rate at the start of combustion preferably increases turbulence in the combustion chamber.
  • the abrupt end of the injection preferably causes good conditions for post-oxidation to be provided as a result of a hot end of combustion.
  • the injection rate profile 23 corresponds to the pressure profile 24. However, as a result of the increasing rate ramp 27, the pressure profile 24 is continued in a second pressure profile 29. This second pressure curve 29 is shifted in the "late" direction in relation to the first pressure curve 24.
  • FIGS. 5, 6 and 7 show injection characteristics which serve to understand the method according to the invention.
  • FIG. 2 shows a second injection characteristic 30.
  • a pressure curve 24 and an injection rate profile 23 are shown.
  • a pre-injection 32 is provided for pre-emptying and stabilizing the combustion in conjunction with a displacement of a main injection 31 in the late direction.
  • a pre-injection 32 is provided for pre-emptying and stabilizing the combustion in conjunction with a displacement of a main injection 31 in the late direction.
  • a pre-injection 32 is provided for pre-emptying and stabilizing the combustion in conjunction with a displacement of a main injection 31 in the late direction.
  • a pre-injection 32 is provided for pre-emptying and stabilizing the combustion in conjunction with a displacement of a main injection 31 in the late direction.
  • a pre-injection 32 is provided for pre-emptying and stabilizing the combustion in conjunction with a displacement of a main injection 31 in the late direction.
  • Fig. 6 In a transient engine operation with short-term too low exhaust gas recirculation rates, there may be a steep pressure increase 36, which makes itself noticeable in a significant deviation from a desired curve 33. To avoid short-term increased combustion noise, in addition to a displacement of a main injection 31 in the direction of late, one or more pre-injections are activated in order to limit the pressure increase.
  • Fig. 7 shows a fourth injection characteristic 37. This is provided, for example, for the stabilization of very late main injections, in particular at operating points of very low load or during a regeneration operation of a diesel particulate filter. Shown again are a pressure curve 24 and an injection rate curve 23 as a function of the crankshaft angle ⁇ . For a favorable volume control for the homogeneous torque build-up, a plurality of pilot injections 32 and a main injection 31, which is clearly displaced in the "late” direction, are provided. This results in a corrected pressure curve 34, which is clearly shifted in the direction of "late” compared with a usual pressure curve 38. Accordingly, a combustion focus not shown in detail clearly shifts towards "late”.
  • Fig. 8 finally shows a fourth Signalmannschema 39. This is based on a closed-loop control of an injection rate.
  • a fourth, a fifth and a sixth control unit 40, 41, 42 provided.
  • the fourth control unit 40 is for calculating a start point of the injection.
  • the fifth control unit 41 serves to calculate a start of the injection rate change.
  • the sixth control unit 42 is used to calculate the end of injection based on a comparison of the integrated output stage output with the desired amount of fuel.
  • the respective output signals 43, 44, 45 are combined into an overall control signal 12, which serves to control an injection device.
  • the fourth control unit 40 is based on an injection characteristic 8, an injection start 9 and an angle sensor signal 11.
  • the fifth control unit 41 is supplied with an injection characteristic 8 and a start of combustion 43.
  • the start of combustion is determined, for example, by means of a pressure sensor from an increase in pressure in a combustion chamber.
  • the sixth control unit 42 is supplied in an injection characteristic 8, an output stage output signal 3, an angle sensor signal 11 and an injection quantity 7 as input variables.
  • the injection quantity 7 can be provided for example by means of the third control unit according to the third signal flow scheme. Accordingly, the start of injection 9 and the injection characteristic 8 can be provided by the second control unit according to the second signal flow scheme.
  • Fig. 9 shows a representation of an exemplary control sequence by changing an injection characteristic.
  • This measurement chart shows the pressure curve in a cylinder at 2000 rpm, where one curve results without control intervention, while the other has a shift in the direction of "late” due to the control intervention with additional pressure increase and thereby resulting center of gravity shift with respect to the combustion.
  • This stabilization of a very late main injection at low load is achieved by a pre-injection, which has a ramp-like course on a first plateau. This plateau level is held before a main injection starts with a corresponding slope from the plateau level reached.
  • two different injection curves are shown in the measurement record. While the upper course of the injection reflects the actual course, the course arranged underneath shows a further particularly preferred embodiment of the course.
  • the injection rate variable to each in the cylinder this situation is adjusted.
  • the slope of the injection rate can be adjusted.
  • the present regulation allows a change in the injection rate within a period of less than 15 ⁇ s.
  • the measurement record shows that the control is capable of being able to lead the pressure to a further, in particular greater maximum after exceeding a first pressure maximum via the controlled injection curve.
  • a change in the injection rate is preferably carried out in a crankshaft range between 170 ° CA and 210 ° CA. If a second ramp, ie a second gradient in Einspeitzratenverlauf provided, this is preferably arranged in an operating range to 3000 U / min in a range between 180 ° CA and 205 ° CA.
  • Fig. 10 shows a representation of a cylinder pressure curve, an injection pressure, a needle stroke of an injector and a relative pressure change of the cylinder pressure plotted against the crank angle.
  • the measurement curves were recorded at 2400 rpm, with an indicated mean pressure of 14.6 bar.
  • the control makes it possible to adjust the injection pressure so that a slope is performed upon reaching a first level followed by a second slope which transitions to an approximately uniform level before subsequently falling off.
  • a needle stroke is kept approximately constant, so that in particular an available outlet opening area is used approximately completely over approximately the entire injection course. On the regulation of the pressure curve thus essentially a mass flow to be injected is influenced.
  • the injection can be carried out in particular so that the pressure rises as shown in the cylinder almost steadily up to the reversal point and then drops steadily. This even increase in pressure allows an improvement in noise emissions, as sudden changes are avoided, which in turn indicate noise and noise generation sites.
  • the monitoring of the pressure curve allows the possibility of being able to detect a start of combustion, but in particular also of being able to generate information about the combustion itself, for example with regard to its quality and in particular with regard to its conformity with a predefinable target combustion.
  • the adaptation and control allows raw NOx emissions to be reduced by about two-thirds without exhaust gas recirculation compared to conventional previous standard combustion processes. If exhaust gas recirculation is used, this can also be included in the control. Preferably by a default setting, a recirculated rate can be taken into account.
  • Fig. 11 shows a schematic representation of a control preferably an initial rate in response to a load and a pressure increase.
  • the control can intervene depending on it in the same or at least the next cycle and set a particular preset injection rate to a desired value. This can mean, as shown, that the initial rate is lowered or increased. In a further embodiment, it can be provided that different rates are set on different level plates per cylinder. Depending on the resulting actual rate increase at the beginning of the injection, the residual amount of the fuel to be injected is injected according to the adjusted split.
  • an adaptation of an injection rate increase may be advantageous, as shown by way of example with the various gradients to a maximum plateau of injection rate. It can also be set individually per cylinder due to the regulation in addition to the slope and the time of onset of an increased injection rate forward as well as to the rear.
  • Fig. 12 shows a schematic representation of an exemplary control of an injection rate increase as a function of a residual amount, which is preferably determined at the start of combustion.
  • a residual amount which is preferably determined at the start of combustion.
  • the residual quantity may also change because, due to the rapidity of the regulation, a change in the injection quantity can also occur during the course of the combustion, in particular in comparison with an injection quantity at the beginning. Due to the change in the residual amount, therefore, an increase in an injection rate may change, either decrease or increase.
  • a plateau can still form on a higher level, as indicated by dashed lines. However, the higher plateau can also be eliminated, as indicated by a smaller increase.
  • an injection rate in its maximum height can also change. This means that, for example, an end value of an injection rate can change both upwards and downwards. Along with this, a level of a plateau of an injection rate can also be changed.
  • injection rate curves can be provided, which are not shown. These may include, for example, one or more different sink rates, multiple plateaus of different heights, and / or injection rate curves without plateaus.
  • an isobaric combustion can be regulated.
  • isobaric combustion is regulated at least partially in isochoric combustion in a gasoline engine.
  • an isobaric combustion is at least approximately adjusted.
  • an injection start and an initial rate of injection are regulated as a function of the respective cylinder pressure profile.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (10)

  1. Procédé de réglage d'un processus d'injection (23) d'un moteur à combustion interne à injection directe d'un véhicule, dans lequel un combustible est injecté directement dans une chambre de combustion, une injection de démarrage à une vitesse d'injection constante suivie d'une vitesse d'injection croissante en forme de rampe étant prévue,
    caractérisé en ce que
    le réglage provoque une modification du processus d'injection (23) du moins pendant un premier cycle opératoire sur la base d'au moins un paramètre relevé pendant le premier cycle opératoire, le paramètre étant couplé à un cycle de combustion et étant déterminé pendant le premier cycle opératoire, le paramètre étant déterminé à partir d'une évolution de la pression dans la chambre de combustion pendant au moins une partie d'un cycle et un début de combustion dans la chambre de combustion étant détecté à partir de l'évolution de pression, la vitesse d'injection montant en forme de rente au moment du début détecté de la combustion, et, dans le cadre du réglage, la vitesse d'injection étant adaptée de manière variable à la situation respectivement existante dans le cylindre, l'augmentation de la vitesse d'injection étant adaptée.
  2. Procédé selon la revendication 1, caractérisé en ce que, sur la base du paramètre retenu dans le premier cycle opératoire, un processus d'injection (23) d'un site opératoire suivant est de surcroît modifié, le réglage modifiant le processus d'injection (23) dans le premier et dans un second cycle opératoire directement suivant.
  3. Procédé selon une des revendications précédentes, caractérisé en ce qu'au moins un signal de commande généré pour un premier cylindre est utilisé pour une commande pilote d'un réglage d'un processus d'injection d'au moins un second cylindre.
  4. Procédé selon une des revendications précédentes, caractérisé en ce qu'un réglage adaptatif est utilisé comme commande pilote pour provoquer une modification du processus d'injection.
  5. Procédé selon une des revendications précédentes, caractérisé en ce qu'une surveillance de pression de cylindre est réalisée pour obtenir un moyen de celle-ci au moins le paramètre relevé qui intervient dans le réglage et qu'une modification du processus d'injection (23) est déclenchée.
  6. Procédé selon une des revendications précédentes, caractérisé en ce que, en cas d'une opération de commutation d'une transmission couplée au moteur à combustion, le système de réglage procède à une modification du processus d'injection (23).
  7. Moteur à combustion à injection directe d'un véhicule comportant au moins un dispositif d'injection pour l'injection de carburant dans une chambre de combustion du véhicule, comportant une unité de réglage (2 ; 14 ; 19 ; 40 ; 41 ; 42) pour régler l'injection et qui est conçue pour réaliser un procédé selon une des revendications précédentes,
    comportant au moins un capteur associé à une chambre de combustion et qui relève un paramètre qui est couplé à un processus de combustion dans la chambre de combustion, le capteur étant connecté à l'unité de réglage, le dispositif d'injection, l'unité de réglage et le capteur présentant respectivement des temps de réaction assez courts pour que leur somme soit inférieure à une durée d'un premier cycle opératoire dans lequel l'unité de réglage procède à un réglage d'un processus d'injection en se basant au moins sur le paramètre relevé par le capteur.
  8. Procédé selon la revendication 7, caractérisé en ce que l'unité de réglage (2 ; 14 ; 19 ; 40 ; 41 ; 42) est connectée à un système de surveillance d'un filtre à particules, l'unité de réglage (2- ; 14 ; 19 ; 40 ; 41 ; 42) adaptant le processus d'injection pour régénérer le filtre à particules.
  9. Procédé selon la revendication 7 ou 8, caractérisé en ce que l'unité de réglage (2 ; 14 ; 19 ; 40 ; 41 ; 42) est couplée au moins à un système de surveillance d'émissions, l'unité de réglage (2 ; 14 ; 19 ; 40 ; 41 ; 42) adaptant le processus d'injection (23) pour réduire les émissions.
  10. Procédé selon une des revendications 7 à 9, caractérisé en ce qu'il est prévu un système de surveillance de pression de cylindre qui est couplé à l'unité de réglage (2 ; 14 ; 19 ; 40 ; 41 ; 42).
EP07711935.2A 2006-03-31 2007-03-13 Procede d'injection et moteur a combustion interne associe Not-in-force EP2002103B1 (fr)

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DE102006015503A DE102006015503A1 (de) 2006-03-31 2006-03-31 Einspritzverfahren und zugehörige Verbrennungskraftmaschine
PCT/EP2007/002195 WO2007115630A2 (fr) 2006-03-31 2007-03-13 Procede d'injection et moteur a combustion interne associe

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US20090093947A1 (en) 2009-04-09
EP2002103A2 (fr) 2008-12-17
US7806100B2 (en) 2010-10-05
WO2007115630A3 (fr) 2007-12-06
WO2007115630A2 (fr) 2007-10-18
CN101410609A (zh) 2009-04-15
CN101410609B (zh) 2012-05-09
DE102006015503A1 (de) 2007-10-04

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